Normally closed cab-signal circuit.



3 SHEETSSHEET 2.

Patented Aug. 17, 1915.

P. J. SIMMEN.

APPLICATION FILED JULY I5, 1907.

NORMALLY CLOSED CAB SIGNAL CIRCUIT.

INVENTOR, fl M ATTORNEY.

WITNESSES P. J. SIMMEN. NORMALLY CLOSED CAB SIGNAL CIRCUIT. APPLICATION man JULY 15. 1907.

Patented Aug. 17, 1915.

3 SHEETS-SHEET 3- WITNESSES: v INVENTQR, 7 W9 BY fa!- M 7 kiwi 7 $149k A TTORNE Y.

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PAUL J. SIM MEN, OF SAN FRANCISCO, CALIFORNIA.

NORMALLY CLOSED CAI3-SIGNAL CIRCUIT.

Specification of Letters Patent.

Patented Aug. 17, 1915.

Application filed July 15, 190-7. Serial No. 383,713.

To all whom it may-concern Be it known that 1, PAUL J. SiMMEN, a citizen of the United States, residing at 568 Golden Gate avenue, in the city of San Francisco, in the county of San Francisco and State of California, have invented new 'and useful Improvements in. Normally Closed Cab-Signal Circuits, of which the following is a specification.

This invention relates to a normally closed cab signal circuit, the object of the invention being to provide a circuit of this character which shall be free from the delicate and nicely adjusted parts heretofore used for such circuits, so that it will withstand rough usage and the wear arising from the vibrations of the locomotive, without liability of getting out of order; also to provide a circuit of this character of which the electrical contacts will be well protected from exposure to deposits of dust and soot from the locomotive which heretofore have rendered electrical contacts in such circuits very liable to become defective; further to provide in such a circuit means whereby any excessive movements of the parts, due to imperfection or breakage, will actuate a danger signal in the cab circuit, and thus direct the attention of the engineer to the defects therein.

A further object of the invention is to provide an improved contact shoe for use with such a circuit, which shall have two contact surfaces protecting each other from injury by exposure to sun, rain, or the like, and thereby to always insure a good contact when the shoe passes the contact rail at the side of the track.

A further object of the invention is to provide a unitary recording instrument for recording on a single recording sheet all actions which are employed for the safe movement of the train, that is, the actions of the signaling and other safety devices of the train, and also the actions controlling the movement of the train by the operator in charge.

A further object of the invention is to provide in connection with a signaling device a signal, and preferably an audible one, dependent for its operation on the supply of motive power, so that, when the motive power is shut off said signal will cease to act, but when the motive power is turned on again, will immediately begin to act and ap,

prise the operator of danger if the danger still exists. In the accompanying drawing, Figure 1 1s a diagrammatic view of the cab signal circuit; Fig. 2 is a sectional view, taken at right angles to that shown in Fig. l, of the main switch of the circuit; Fig. 3 is a side view of the shoe; F ig. l is a plan view of the recording instrument, the upper cover being removed; F igL 5 is a longitudinal sectional view of said instrument; Fig. 6 is a transverse section of the same on lines (36 of Fig. at; Fig. 7 is a diagrammatic view showing a modified form of the core of a solenoid; Fig. 8 is a diagrammatic view of the apparatus when deriving its power from the wire'carrying the propulsion current; Fig. 9 is -a diagrammatic view of a modification in which an audiblesignal is used.

Referring to the drawing, 1 indicates rails of a track, upon which run the wheels 2 of the cab of the locomotive or other part where it is desired to install the signaling system. At the side of the track are secured at suitable intervals contact rails 3, only one being here shown. No further description or illustration of the system of conductors along the track need be here given, since the present invention relates only to the construction of the parts carried by the train which cooperate with said conductor along the track. It is sufiic ient to say that these outside circuits are such that a clear signal is given when the conductors on the train make with the conductors along the track a closed circuit, and that, when the circuit on the track is broken, so that they no longer make with the conductors on the train a closed circuit, then the danger signal on the train is operated. It may also be mentioned that the circuit in the cab is normally closed when passing from one of said rails 3 to the next, but when one of the rails 3 is reached, said rail operates to mechanically open said cab circuit, which would then give a danger signal, but for the fact that the circuit is then closed by the conductors along the track, if the track is clear. If, however, for any reason, the circuit along the track is at that time broken, said cab circuit which has been mechanically opened, is no longer closed by the outside conductors. Against said rail impinges a shoe 4, which is, so far as I am aware, of novel construction. It consists of an upper member 5 (Figs. 1 and 3) stationarily secured to the end of a lever 6, and a lower member 7 pivoted upon the upper member and having an arm 8 actuated by a spring 9, the efiect of said spring being to raise the lower member into contact with the upper member. The contact faces of said members flare outwardly from each other at both ends, so that. when the shoe arrives at one of the contact rails said rail passes between said flaring ends, and is thereby guided between the upper and lower members and passes between the same in contact with both, Not only does this insure a better electric contact, by insuring that both sides of the rail are in electric contact with the respective members of the shoe, but the construction possesses a further advantage that the inner or opposing surfaces of said members are, in the middle, in contact with each other when not in use, and thus protect each other from the injurious action of the elements and are preserved in good condition to make electric contact with the rail.

The lever 6 is pivoted at 10 to the truckframe 11, and is normally depressed by means of a coiled spring 12 around a bolt 13, which passes through the truck frame and limits the downward movement of the lever. To said lever is pivoted, as shown at 11, a rod 15, carrying at its upper end a knife switch 16, (Figs. 1 and 2) the ends of which are adapted to pass between pairs of contact springs 17, 17 ,the contact springs 17 being connected with a wire 18 leading to the shoe 1 and the other pair of contact springs being connected with the wire19 of the local circuit.

In order to avoid the sparking which would be produced on opening this switch when used with a comparatively high voltage, there is provided a short wire 20 shortcircuiting the two wires 18, 19, and having therein a resistance 22. The result of introducing the resistance shunt 20 is to minimize the sparking at the switch points, but the current which passes through the resistance shunt is so negligible that the solenoids in the circuit are not sufficiently energized thereby to perform their functions when the circuit is opened at the switch.

The main cab circuit leads from the shoe by a wire 21 through abattery 22, clear signal solenoid 23, wire 21, danger signal and recording solenoid 25, wire 26, wire 27, to the ground through the aXle of the car. This is the circuit which is closed by the outside conductors in the normal running condition. If there is a break in the conductors along the track, this circuit will be open when the cab is passing one of the rails 3. Between the rails 3 this circuit-is of course no longer connected with the outside conductors through the medium of the shoe, and during those times the signals are maintained in the position last put by means of a local circuit, for at such times the lever 6 is in its lower position since the shoe 1 is not then raised by the .contact rail 3. In such depressed position of the lever the main switch of the local circuit is closed, said local circuit then closed being as follows 2-- froln the main switch 16 by a wire 30 to a pair of contact springs 31 (only one of said springs being here shown), knife switch 32 secured upon the core 33 of the clearsignal solenoid 23, then from said knife switch to another pair of contact springs 31, wire 35, speed recording solenoid 36, wire 26, danger signal and recording solenoid 25, wire 21, clear signal recording solenoid 23, wire 21 and battery to the shoe and thence by the wire 18 to the main switch. Whenthe cab arrives at a contact rail 3 this'local circuit is open by reason of the rising of the lever 6 on account of the shoe being raised by the contact rail,thereby moving the knife switch 16 of the main contact out of contact with the spring contacts 17, 17.

So long as either the main circuit or the local circuit is closed the clear signal solenoid 23 is energized, and its core is maintained in an elevated position, but should either of these circuits become broken, said core is no longer held up, but drops, thereby making a break in the local circuit at the knife switch 32 and spring contacts 31, 31; the switch being shown in closed position in Fig. 1.- \Vhen open, one blade of the knife may continue to contact with spring 31, but the other end becomes disengaged from spring 31, owing to the short length of the latter. At the same time the core 39 of the danger signal sole'noid drops into an exposed position, thereby giving a visual danger signal, as will be evident from the construction shown in, Fig. 6, wherein the exposed extremities of the cores 39 are shown. lVhile the absence of the clear signal and the presence of the danger signal may be thus conditioned by a break either in the,

outside circuit orin the local circuit, it is desirable that these signals should be restored to their original positions only by closure in the outside circuit, since the system is designed especially to give reliable information as to the conditions in the outside circuit. It would be seen that these solenoids can only be reenergized by closure efl'ected'by means of the outside circuit, and that no change in the condition of the local circuit would operate to restore said solenoids to their normal condition. It will be observed that the solenoid '36 is exclusively in the local circuit, passing from one pole by the wire 35, spring clips and knife switch, wire 30, main switch 16, wire 18, shoe 1, wire 21, battery 22, solenoids 23, wire 21,

deenergizing the solenoid 36, allowing the core to drop and make a mark upon the recording sheet hereinafter more particularly described.

The solenoids 41, and 42 are for the purpose of recording the controlling actions of the operator, that is, for instance, the times when the motive power is applied or removed or the times when the air brake is applied or removed, or other actions take place necessary or convenient in the control of the train. It will therefore be understood that a plurality ofsuch pairs of solenoids may be used, although I have herein shown only one such pair. Both solenoids are in the same circuit 43 energized by a local battery 44 and 45 indicates diagrammatically the operating handle for applying the motive power, the air brake or such other appliance as may be necessary. The handle is shown in the drawings aforesaid merely diagrammatically and indicates a conductive portion 45, adapted to make or break circuit, and having a grip or hand engageable portion at the upper end thereof. This handle may be the usual one employed to operate the air brakes or the motive power. The construction of this part of my device would of course be substantially the same whether applied to the handles of the air brakes or to the motive power control; and while the arrangement may and often would be used in conjunction with each, it has been deemed expedient in order to avoid complexity, to illustrate its use with but one, a detailed description of which follows. hen said handle is in one position of its movement, as, for instance, that in which the power is applied, the circuit is closed through the wire 43, and the solenoids are thereby energized, the core of the solenoid 42 then making a mark upon the recording sheet. \Vhen the handle is moved to shutoff the power, the air brake, or the like, the circuit is broken and the solenoids are dei nergized and the core of the upper solenoid 41 then drops, making its mark upon the recording sheet 40. These marks so made on said sheet will give information as to the times at which these actions take place.

It is to be understood that this recording sheet is continually advanced by suitable clock work. Said sheet, and the mechanism for recording thereon, are more particularly shown in Figs. 4, 5, 6, in which the recording sheet 40 is shown as wound on two rollers 47, 4S and advanced by suitable clock work from one to the other. Said clock work being common in this class of devices is not sheet, and the two. solenoids 23 and 42, below the sheet; thecore of the solenoid 23 carrying the knife switch hereinbefore described. It is to be observed that the clear signal solenoid is entirely inclose d. This renders it impossible for the operator of the train to deceptively mark a clear signal on the record sheet. This it might sometimes be to his interest to do, in order to exonerate himself by trying to establish that a clear signal had been given at a point in the track, when in fact no such clear signal had been given. It is not necessary that the danger signal solenoid should be thus inclosed, since the same reasons do not apply.

It is desirable that the superintendent of the road should know under what pressure of steam the train has been running and also under whatpressure of the air necessary for the air brake it has been running. The former is necessary as a check upon the engineeras to the consumption of fuel and for other reasons, which it is not necessary to enumerate. The latter is necessary to determine if the engineer has at all times maintained the necessary pressure of air in descending the down grade. For this purpose, therefore, I provide, in combination with such a record sheet, means for recording such pressure, comprising marking means 49 carried by arms 50 attached to the ends of coils 51 connected respectively with pipes 52, 53, leading to the boiler and the air reservoir respectively. The lateral movements of these marking devices upon the recording sheet serve to indicate the amounts of pressures of the steam and air respectively.

In Fig. 6 is shown a means for recording the operation of the air brake actuated di- 10;; rectly by the air itself. This comprises a cylinder 62 adapted to be connected by a pipe 63 with the air brake conduit so that the compression of the air can actuate a plunger 64 resisted .by a spring 65 and making a mark upon the under side of the recording sheet.

It will be observed that the solenoid 42 records only the operation of the handle controlling the air brake, while the marking device (34 records the movement of the air itself which is so released by said handle.

In Fig. 7 is shown a modification in which, instead of using two solenoids 25,

23, for the danger and clear signals respectively, these signals which in the embodiment disclosed are the movable elements that mark the sheet, are actuated by means of a single solenoid 6G and its core 67 being connected by a yoke 68 with the two marking devices 69, 70, so that, when one of the marking devices is removed from the recording sheet, the other marking device is at the same time moved up thereto.

In Fig.8 is shown a modification of the 25 and 23, wire 72, shoe 4, Wire 18, main switch, wire 19, wire 30, switch 33, solenoid .30 and wire 27.

In Fig. 9 is shown a modification of the invention in which an audible signaling device has a bell 74: introduced in a circuit 75 which is closed by means of the handle 45 which controls the motive power. By means of this arrangement, when the danger signal is given by means of the dropping of the core of the solenoid 25, thereby closing the local circuit 30 through the knife switch and spring 'clips said audible signal is operated so long as the power is on. As soon as the engineer shuts off the power by turn.- ing the handle 45,,he opens said circuit, and stops the ringing. of the hell, but as soon as he applies the power again the bell 'again begins to ring. This arrangement is important, because, if not provided, and should the engineer have to stop the train for a considerable length of time, during which the audible signal would continue to operate, he might, on account of becoming accustomed to the noise of the bell, neglect .to notice the same and apply the motivepower while the danger signal was still on.

I consider that the use of a solenoid in a normally closed cab circuit, in the manner above described, is an important advance in the art. Heretofore, so far as I am aware, the signal devices in the cab circuit have been actuated'by springs electro-magnetically controlled, or by electromagnets themselves, means being provided in the latter case for restoring the devices to their normal position when no longer so actuated. All of these devices are liable to failto operate, because they are somewhat delicate in construction and easily affected by the excessive vibrations to which they are subjected in the movement of the locomotive. The advantage of the use of the solenoid mechanism'is that it consists merely of a nonmagnetic cylinder surrounded by a coil of wire within which a cylindrical iron core I can reciprocate loosely, there being no tight fit of the core within the cylinder or any mechanical connection between the two. The core has great freedom of movement and its movement is controlled by one of two forces neither of which can fail to act, either by gravity or by the magnetic force produced by the electric circuit through the coil. (.onsequently such a device cannot possibly get out of order.

A further important advantage of the use of a solenoid in a device of this character is that it is particularly adapted for use with a record sheet as the dropping of a Core by gravity or the upward movement of the core upon the attraction of the solenoid when energized, furnishes means for marking said recording sheet with accuracy and certainty.

I claim 1. In a signal system of the character set forth, two vehicle-carried electrically controlled signals, a source of electrical energy and a circuit on the vehicle, including said source of electrical energy and the signals, in combination with mechanism including wayside means for periodically controlling the cab circuit and establishing a circuit, including one of the signals and the source of electrical energy while excluding the other.

2. In a signal system of the character set forth, two cab-carried electrically controlled signals, a source of electrical energy and a cab circuit including said source of electrical energy and the signals, in combination with mechanism including wayside mechanism for intermittently controlling the cab circuit and establishing a circuit partially outside the cab and including one of the sig nals while excluding the other.

3. I11 a signal system of the character set forth, a cab-carried electrically operated i11- dicator, an electrically operated circuit controller and a source of electrical energy, a circuit including the source of electrical energy, the circuit controller and the indicator, and mechanism including wayside means-for breaking the circuit and establishing another circuit partially outside the cab and including said source of electrical energy and the indicator. 7

4. In a signal system of the character set forth, twocab-carried electrically operated indicators, an electrically operated circuit controller and a source ,of electrical energy, a circuit including the source of electrical energy, the circuit controller and both indicators, and mechanism including wayside means for breaking the said circuit and establishing another circuit partiallyoutside the cab and including said source of electrical energy and one of the indicators, the other indicatoi being excluded from said latter circuit.

5. In a signal system of the character set forth, a cab-carried electrically operated in dicator, an electrically operated circuit controller and a source of electrical energy, a circuit including the source of electrical energy, the circuit controller and the indicator, and mechanism including wayside means for breaking the circuit and establishing another circuit partially outside the cab and including said source of electrical energy and the indicator, the breakage of said second circuit permitting the operation of the indicator and said indicator being antomatically restored to original condition when'the said second circuit is reestablished.

6. In a signal system of the character set forth, two cab-carried electrically operated indicators, an electrically operated circuit controller and a source of electrical energy,

a circuit including the source of electricalthe cab and including said source of elec-' trical energy and one of the indicators, the other indicator being excluded from said latter circuit, the breakage of said second circuit permitting the operation of the indicator, and said indicator bein automatically restored to original con ition whenthe said second circuit is reestablished.

7 In a signal system, the combination with an electrically operated cab-signal, of a source of electrical energy, an electrically operated switch comprising a switch member and electrical means for actuating-said member, a circuit including the source of electrical energy, the electrical switch actuating means and the signal, track-side mechanism for intermittently closing and opening said circuit, another circuit including the source of electrical energy, the signal and the electrical switch member, and

mg the source of electrical energy,

means for automatically maintaining the second circuit-closed while the'first circuit is open. 7

8. In a signal system, the combination with ,an electrically operated cab signal, of a source of electrical energy, an electrically operated switch comprising a switch member and electrical means for actuating said member, a circuit including the source of electrical energy, the electrical switch actuating means and the signal, track-side mechanism for intermittently closing and opening said circuit, another circuit ihncludt e-si nal and. theele'ctrical switch member, aii d means for automatically maintaining the second circuit closed while the first circuit is open, said latter means being alternately thrown-into and out of operation by the track-side mechanism.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

1 PAUL J. SIMMEN.

Witnesses:

FRANCIS M. WRIGHT, D. B. RICHARDS. 

